Device And Method For The Data Transmission Between Parts Of A Rail Vehicle As Well As Part Of A Rail Vehicle

ABSTRACT

The disclosure relates to a device and a method for the data transmission between two connectable parts of a rail vehicle, the device comprising at least one NFC system, the device comprising or forming at least one mounting interface for the mechanical attachment to a connection means of a part of a rail vehicle, as well as a part of a rail vehicle.

RELATED APPLICATION DATA

This application claims the benefit of priority of European PatentApplication Serial No. 22 305 690.4, filed on May 10, 2022, which isincorporated by reference herein in its entirety for all purposes.

FIELD OF THE DISCLOSURE

This disclosure relates to a method and a device for the datatransmission between two connectable parts of a rail vehicle or betweenrail vehicles as well as a part of a rail vehicle.

BACKGROUND

In the automation of rail vehicles, particularly in retrofitting thesevehicles with associated means for automation, there is generally thedesire to increase a capacity and speed of the data transmission, tonewly establish communication paths independent of the existing systemor to principally install new communication paths. This desire alsoexists particularly with respect to a data transmission between twoconnectable, particularly couplable parts of a rail vehicle.

EP 1 762 455 A1 describes an automatic center buffer coupling for amulti-unit vehicle including a first coupling head via which, in thecoupled state, a non-positive connection can be established between afirst and an adjacent second vehicle body together with a secondcoupling head of a mating coupling, and a signal transmission device fortransmitting electric and/or electronic signals between the first andthe second vehicle body. The document discloses that the signaltransmission device comprises at least one coupling member and at leastone mating coupling member, the coupling member being integrated in acontact support of the first coupling head, and the mating couplingmember being integrated in a contact support of the second couplinghead. Further disclosed is that the coupling member and the matingcoupling member respectively comprise at least one antenna member.

U.S. Pat. No. 10,250,300 B1 discloses a status monitoring sensorcomprising a first near field communication transponder and a memory,the status monitoring sensor being attached to a mechanical system andmonitoring its conditions.

SUMMARY OF THE DISCLOSURE

In one implementation, the present disclosure is directed to a devicefor data transmission between two connectable parts of a rail vehicle orbetween rail vehicles. The device includes at least one near fieldcommunication (NFC) system, characterized in that the device comprisesor forms at least one mounting interface for the mechanical attachmentto a connection means of a part of a rail vehicle, wherein a first partof the rail vehicle has or forms the connection means, the connectionmeans serving for mechanical connection to a further part of the railvehicle, wherein the mounting interface is designed for detachablemechanical fastening to the connection means.

In another implementation, the present disclosure is directed to a partof a rail vehicle, particularly a vehicle body. The part includes orforms at least one connection means for mechanical connection to anotherpart of the rail vehicle, wherein a device as identified above isattached to the connection means.

In yet another implementation, the present disclosure is directed to amethod of transmitting data between two connectable parts of a railvehicle or between rail vehicles that each include a device asidentified above. The method includes operating the NFC systems of thedevices so as to transmit data therebetween.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the disclosure, the drawings showaspects of one or more embodiments of the disclosure. However, it shouldbe understood that the present disclosure is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 shows a schematic front view of a device according to thisdisclosure.

FIG. 2 shows a schematic side view of a device according to thisdisclosure.

FIG. 3 shows a schematic flow diagram of a method according to thisdisclosure.

In the following, the same reference numerals designate elements havingthe same or similar technical features.

DETAILED DESCRIPTION

The technical problem of providing a device and a method for the datatransmission between two connectable parts of a rail vehicle or betweenrail vehicles and a part of a rail vehicle implementable in a simplemanner, particularly in already existing rail vehicles, arises.

The solution to the technical problem emerges from the subject mattershaving the features of the independent claims originally filed with thisapplication. Further advantageous embodiments of this disclosure emergefrom the dependent claims originally filed with this application. All ofthe appended claims originally filed with this application shall formpart of this Detailed Description section as if contained in thissection.

Disclosed is a device for the data transmission between two connectableparts of a rail vehicle or between rail vehicles. The two connectableparts may be parts of a rail vehicle. In this case, the device rendersthe data transmission between parts of rail vehicles possible, e.g.between carriages of an underground or commuter railway or passengercarriages or between such parts and, e.g., an e-container. However, thetwo connectable parts may also be parts of a rail vehicle of differentrail vehicles. In this case, the device renders the data transmissionbetween complete rail vehicles (e.g., coupled underground trains,commuter trains, or trams) possible.

The data transmission may then take place to or from a rail vehiclecomponent disposed in the or on the part. A rail vehicle component mayparticularly be an electric, electromechanical, or electronic component.The two connectable parts may respectively be a vehicle body, acarriage, railroad car or another part of a rail vehicle.

However, it is also possible that one part is a vehicle body, and theother part is a part other than a vehicle body. For example, the otherpart may be a cabinet or container. The cabinet or container may bedesigned for accommodating the rail vehicle components so that suchcomponents may be disposed in the cabinet or container. If thesecomponents are electric or electronic components, the container may bereferred to as an e-container.

Such a part (a first part) of a rail vehicle comprises a connectionmeans for a mechanical connection to another part of the rail vehicle orforms such a connection means. The other part may comprise acorresponding connection means which serves to establish a connection tothe first part and may, for example, interact with it to establish amechanically connected state. The connection means may be designed toestablish a screw, clamping, latching, positive and/or non-positiveconnection. As explained in more detail below, such a connection meansmay particularly be a coupling means.

A rail vehicle connection means is a device used to connect two railvehicle parts together so they can be pulled or pushed as a singletrain. The connection means can be an essential component of any trainsystem, as it allows for safe and efficient transport of goods andpassengers over long distances. One common type of a rail vehicleconnection means is a coupler which consists of two main components: theknuckle and the coupler body. The knuckle can be wedge-shaped piece ofmetal that sits on top of the coupler body, and is designed to fit intoa corresponding knuckle on the adjacent rail vehicle part. The couplerbody can be a cylindrical piece of metal that is attached to the end ofthe rail vehicle part, and houses the knuckle mechanism. Such aconnection means can be designed as automatic coupler, which is used onmost freight trains and some passenger trains. Automatic couplers aredesigned to connect and disconnect automatically, without the need formanual intervention by the train crew. When two rail vehicle parts cometogether, the knuckles on the couplers automatically engage with eachother, locking the two vehicles together. This is typically done througha process called “slack action,” which allows the two vehicles to cometogether gently without causing damage or undue stress on the couplercomponents.

There are, however, also other types of connection means used on railvehicles. For example, some passenger trains use a type of couplercalled the screw coupling, which requires manual intervention by thetrain crew to connect and disconnect. The screw coupling consists of alarge, threaded bolt that is attached to the end of each rail vehiclepart. When two vehicles come together, the bolts are manually threadedtogether by the train crew, locking the two vehicles together.

Here, the data transmission may refer to a signal transmission, i.e., atransmission of electric or electronic signals, information beingencoded in the or by the transmitted signal. The data transmission is awireless data transmission. The data transmission may be performed fortransmitting control signals, but also for transmitting informationsignals, particularly status information signals.

The device further comprises at least one NFC system (near fieldcommunication system or short-range communication system). Such a systemis based on the RFID technology and serves the contactless transmissionof data per electromagnetic induction by means of loosely coupled coilsor antennas over short distances of a few centimeters.

The data transmission as well as the operating principle of an NFCsystem is standardized by standards known to the person skilled in theart. A data transmission between the NFC system and another NFC systemmay be both active-passive and active-active.

According to the disclosure, the device comprises at least one mountinginterface for a mechanical attachment to the connection means, or thedevice forms this mounting interface. The mounting interface mayparticularly be designed for the detachable mechanical attachment to theconnection means. Thus, for example, the mounting interface may includeof form elements for establishing a screw, clamping, latching, positiveand/or non-positive connection. Particularly, the mounting interface isdesigned for the mechanical attachment to an already existing connectionmeans of the part of the rail vehicle. This may mean that the connectionmeans includes or forms no own interface specifically adapted to themounting interface on the side of the device. Particularly, the mountinginterface is designed so that the device can be subsequently attachedto, i.e., retrofit to already existing parts of a rail vehicle. Thisadvantageously results in a readily implementable, particularlyretrofittable device for the data transmission between two connectableparts of a rail vehicle which can particularly increase the transmissioncapacity and transmission speed for data between these parts orparticipants in the data transmission disposed in/on the parts. In caseof a closet or container, however, it is also feasible that the deviceis integrated inside the container or closet, and another device for thecommunication with the device disposed in the container or cabinet isdisposed on an outer side of the container or closet.

One exemplary embodiment of a mounting or fastening interface formechanical fastening the claimed device to the connection means could bea clamping mechanism. This mechanism could include a base plate withmounting holes for attaching the device to the connection means of therail vehicle part, and a clamping element that can be tightened downonto the connection means to hold the device securely in place. Theclamping element can also be denoted as frame element.

The clamping element could be made up of two halves that come togetherto form a clamp around the connection means. The two halves could beconnected by a hinge, which allows them to open and close around theconnection means. The hinge could be located on one side of the clampingelement, and a locking mechanism on the other side could be used tosecure the two halves together.

To use this mounting interface, the base plate would be attached to thedevice to be mounted, and the clamping element would be positionedaround the connection means or a part thereof, e.g. the aforementionedcoupler body. The two halves of the clamping element would then beclosed, and the locking mechanism would be engaged to secure the clampin place. The device would then be securely mounted to the connectionmeans.

Another exemplary embodiment of a mounting interface for mechanicalfastening a device to the connection means of a rail vehicle could be abolt-on mechanism. This mechanism could include a mounting plate withpre-drilled holes that align with corresponding holes on the connectionmeans. Bolts could then be inserted through the mounting plate and intothe connection means, securing the device in place. The mounting platecould be designed to fit the specific shape and size of the connectionmeans or a part thereof, and could include features such as slots ortabs to ensure proper alignment during installation. The bolts used tosecure the mounting plate could be high-strength bolts designed for usein the rail industry. To use this mounting interface, the mounting platewould be attached to the device to be mounted, and the plate would thenbe positioned on the connection means with the pre-drilled holes alignedwith corresponding holes on the connection means. The bolts would thenbe inserted through the holes in the mounting plate and tightened downto securely fasten the device to the connection means.

These are just a few exemplary embodiments of mounting interfaces formechanical fastening of devices to connection means. Other embodimentsare possible, and the specific design of the fastening interface woulddepend on factors such as the size and weight of the device, the type ofrail vehicle, and the specific requirements of the application.

Particularly, a data transmission via the known and used WTB (wide trainbus) may be complemented by means of the proposed device. With the useof an NFC system, it is advantageously ensured that the datatransmission is not compromisable like, e.g., a data transmission bymeans of Bluetooth or by means of Wi-Fi. Such a data transmission maylead to undesired influences on the data transmission in the neighboringvehicle by interference, particularly in rail vehicles located adjacentto each other, e.g., on parallel tracks. This advantageously results ina reliable data transmission. Likewise, an implementation of the datatransmission involving a lower additional weight is achieved since adevice according to this disclosure has only a low weight. Likewise, itis—irrespective of the vehicle type—readily installable andalignable/adjustable, particularly by only one single person, andtherefore universally applicable. Advantageously, also freedom frominterference of the data transmission as well as an interception-proofdata transmission are obtained. A data transmission between two networksis free of interference if no signals or data are introduced into thetransmitting network or no data in this network can be changed during orby the data transmission. Likewise, the data transmission exhibits agood electromagnetic compatibility.

It is possible that the device includes or forms an interface to thecable-based data transmission, particularly for a network line, thedevice being connectable to a communication system, particularly a bussystem of the rail vehicle or rail vehicle part by it. Thus, the device,particularly the NFC system, may be connected to, for example, anEthernet cable which may be part of a communication system of the railvehicle or rail vehicle part via the interface. This interface may bedisposed on a rear side of the device, i.e., a side facing the railvehicle part to which the device is attached. For example, a datatransmission line may be lead from the device to the part of the railvehicle, particularly in a protected manner, e.g., protected by a PMAtube.

The NFC system may render a (reliable) data transmission to thecorresponding NFC system over a distance of, for example, up to 60 mm(inclusive) possible. A data transmission rate providable by the NFCsystem may amount to up to 100 Mbit/s (inclusive). A frequency range ofthe data transmission may be in a range from, for example, 58 GHz to 64GHz. The NFC system my preferably be designed for a bidirectional datatransmission, but also for a unidirectional data transmission.

The device may further be designed so that a predetermined degree ofprotection, for example, a degree of protection according to IP69 isachieved.

Here, the device may be attachable to the connection means of a firstpart of the rail vehicle by means of the at least one mounting interfaceso that, in the state connected to this connection means, a relativepositioning, i.e., a relative position and/or a relative orientationbetween the NFC system of the device disposed on the first part of therail vehicle and a (further) NFC system of a (further) device disposedon a (corresponding) connection means of another part of the railvehicle corresponds to a predetermined target relative positioning ordoes not deviate from it by more than a predetermined amount. In thetarget relative positioning, a distance between the NFC systems may be,for example, smaller than 40 mm, or smaller than 1 mm. It is thereforepossible that a first device including at least one first NFC system isattached to a first part of the rail vehicle, and another(corresponding) device including at least one further NFC system isattached to another part of the rail vehicle. When the connection meansof these parts are connected, the explained predetermined relativepositioning can be set.

Therefore, the device, particularly the mounting interface and/or theNFC system may be designed so that an attachment of the device (andtherefore also the NFC system) to the connection means is renderedpossible with a predetermined repetition accuracy. A repetition accuracyrepresents the magnitude of a maximum deviation between the (spatial)positions of the device which are encountered in the multiple, i.e.,repeated attachment of the device to the connection means. Thisrepetition accuracy may be determined, for example, as a standarddeviation of the deviations in a plurality of, for example, more than100 repeated attachments. Preferably, the repetition accuracy is smallerthan or equal to 0.5 mm or 5 angular minutes. In other words, it isensured by the design of the mounting interface and/or the connectionmeans that the NFC system assumes the same position and/or orientationin each attachment.

In a preferred embodiment, the connection means is a coupling means. Thecoupling means may particularly serve for establishing a mechanical,particularly a non-positive connection between the two rail vehicleparts, the connection particularly being designed for the transmissionof driving forces. The coupling means may be implemented as a centerbuffer coupling, particularly as a Scharfenberg coupling or UICcoupling, but also as a coupling means having a different design.Particularly, it is possible that the coupling means comprises or formsa coupling head by which the non-positive connection to another couplinghead of a mating coupling means of the other rail vehicle part can beestablished in the coupled state. Thus, it is possible that a firstcoupling means is disposed on or attached to a first part of the railvehicle, and another coupling means (a mating coupling means) isdisposed on or attached to another part.

If the connection means is a coupling means, the NFC system is notintegrated in the coupling head according to the teachings of EP 1 762455 A1, but mounted to it, particularly on an outer side. Here, thedevice may be mounted on the left side of, on the right side of, belowor above a coupling means, particularly an automatic coupling means.This advantageously results in a readily implementable, particularlyretrofittable device for the data transmission between two connectablevehicle bodies or participants in the data transmission disposed in/onthese vehicle bodies.

In an alternative embodiment, the connection means is a bellow. Thisbellow may particularly also serve to protect an intermediate areabetween the two parts of the rail vehicle, the intermediate area being atransition zone between vehicle bodies. The bellow may thus be disposedon a vehicle body, particularly a front end of the vehicle body. Forexample, a first bellow may be disposed on or attached to a first part,and another bellow may be disposed on or attached to another part, thefirst bellow and the other bellow then being mechanically connected forforming of a full bellow, particularly by a mechanically detachableconnection. This likewise advantageously results in a readilyimplementable, particularly retrofittable device for the datatransmission between two connectable vehicle bodies or participants thedata transmission disposed in/on these vehicle bodies.

The attachment of the device to the coupling means or to a bellowadvantageously results in that a very small spatial distance can be setbetween the NFC systems in the connected state of the parts of the railvehicle, which in turn ensures the reliability of the data transmission.Further, particularly in case of the bellow, advantageously a simplearrangement, particularly retrofitting is obtained without interferingwith the operational safety of the rail vehicle or affecting thefunctionality of the device for the data transmission.

In a further, likewise preferred embodiment, the device comprises orforms at least one damping member for mechanical damping. Here, the atleast one damping member is disposed and/or designed so that impacts offorce introduced into the device via the mounting interface areattenuated. It is possible that the damping member is an elasticelement, for example an element formed of an elastic material such as,e.g., rubber. The damping member may also be referred to as a decouplingmember and, e.g., implemented as a rubber-metal composite member.Particularly, the at least one damping member may be disposed and/ordesigned so that an amplitude of a movement of the NFC system caused bysuch an impact of force is smaller than in a design of the devicewithout a damping member. Particularly, a degree of dampening providedfor by the at least one damping member may be from 0 (exclusive) to 1(exclusive), preferably equal to 1, further preferably larger than 1,the degree of dampening serving to characterize the motion vibration ofthe NFC system, particularly the vibrations caused by impacts of forceintroduced via the mounting interface. In other words, at least onedamping member is provided which dampens movements of the NFC system ofthe device induced by impacts of force and thereby ensures a positionalaccuracy to the largest possible extent, even in the presence of impactsof force. This in turn renders it possible that a relative arrangementbetween the NFC system of a first device attached to a first part of therail vehicle and an NFC system of a device attached to another part ofthe rail vehicle does not deviate from a predetermined target relativepositioning by more than a predetermined amount even in case of impactsof force caused by, e.g., acceleration/braking processes orirregularities of the tracks which in turn ensures the reliability thedata transmission.

In another embodiment, the device comprises another NFC system. In otherwords, the device thus comprises at least two, preferably exactly twoNFC systems. In this case, a redundant data transmission between the twoconnectable parts can be rendered possible and/or the data transmissioncapacity can be increased, particularly doubled. Moreover, the design ofthe device including at least two or exactly two NFC systems alsorenders a higher flexibility in the connection of parts of a railvehicle possible. Thus, it is possible that the first NFC system is amaster NFC system and therefore serves as a master in a communicationwith another NFC system (a further device), that is, particularlygenerates a modulated high frequency near field (HF near field)supplying the passive slave NFC system of the other device with power.In other words, the NFC system may be a reader means. The other NFCsystem of the device may be a slave NFC system which may be designed toreceive the HF near field generated by, e.g., a master NFC system ofanother device. Owing to the integration of NFC systems one of which maybe configured as a master NFC system and the remaining one of which maybe configured as a slave NFC system in one device, a data transmissioncan be initiated from both rail vehicle parts, namely by the associatedmaster NFC system. Namely, if only one NFC system is present and it isonly configured as a master or slave NFC system, no NFC connection canbe initiated from the associated section of the rail vehicle whennecessary.

In another embodiment, the first NFC system is configured as an NFCmaster means and the other NFC system is configured as an NFC slavemeans. This and the associated advantages were already explained above.

In another embodiment, the mounting interface comprises a frame elementor is formed as a frame element. The frame element may be made of metalor plastic. The frame element may particularly comprise or enclose aninterior volume. The interior volume may particularly be designed andserve to arrange the section of the connection means. Alternatively, theinterior volume may also serve to accommodate or arrange a section ofthe NFC system or a support structure, the at least one NFC system beingdisposed in or on the support structure. If at least one NFC system isdisposed in the interior volume of the frame element this advantageouslyresults in a good mechanical protection of the NFC system which in turnincreases the reliability of the data transmission. If the frame elementis designed to accommodate or arrange a section of the connection meansthis advantageously results in an easy and safe installation of thedevice.

In another embodiment, the at least one NFC system is disposed in theinterior volume of the frame element. This and associated technicaladvantages were already discussed above.

In another embodiment, the device comprises a support structure, the atleast one NFC system being disposed in or on the support structure. Thesupport structure may also be designed as a frame element, at least oneNFC system or a plurality of NFC systems being disposed in an interiorvolume or in various interior volumes which is/are formed by the supportstructure. The design of the device including a support structure forattaching the at least one NFC system advantageously renders apositionally accurate arrangement of the NFC system relative to themounting interface and a protection of the at least one NFC systemagainst external influences such as, e.g., dirt or mechanical damagepossible. If the device comprises a support structure the supportstructure may comprise or form the mounting interface. For example, thesupport structure may comprise or form a frame element including aninterior volume serving for arranging the section of the connectionmeans. In other words, the support structure and the frame element forarranging the section of the connection means are integrally formed inthis case. In this way, particularly, an embodiment of the device havinga low height can be obtained which therefore requires littleinstallation space. However, it is also possible that the supportstructure is attached to an attachment element, e.g. the frame elementexplained above, the attachment element comprising or forming themounting interface.

In another embodiment, the support structure is connected to themounting interface via the at least one damping member. In this case, itis possible that the support structure is connected to the attachmentelement explained above via the at least one damping member. Forexample, a mechanical coupling of the support structure and theattachment element may at least partly or even completely be formed bythe damping member. This advantageously results in a simple design ofthe proposed device which particularly ensures the explained positionalaccuracy of the at least one NFC system.

In an alternative embodiment, the damping member is part of the supportstructure. This may mean that the damping member is integrated in thesupport structure, for example, is an integral component of the supportstructure. It is feasible that the mounting interface is also anintegral component of the support structure. By way of example, but notexcluding other embodiments, an integral design may mean that thevarious components cannot be separated from each other without beingdamaged, particularly that they are not detachably connected. If thedamping member is part the support structure this advantageously resultsin a design of a device having damping properties and requiring littleinstallation space.

In another embodiment, the device comprises at least one protectionmeans for protecting the at least one NFC system or forms the protectionmeans. The protection means may particularly be implemented as aprotective or impact plate or sacrificial disc which may be formed of,e.g., plastic. The protection means may particularly be disposed orformed so that it protects the NFC system against mechanical influences,particularly against mechanical influences from a preferred receivingdirection of the NFC system. Here, the preferred receiving directionrefers to a signal propagation direction of the HF near field generatedby another NFC system which is received by the (protected) NFC system incase of proper use or a proper data transmission. Particularly, theprotection means may be disposed and/or designed so that the NFC systemis disposed between the protection means and the part of the railvehicle to which the NFC system as a part of the device is attached.This advantageously results in an increased mechanical protection of theNFC system and therefore an improved reliability of the datatransmission.

In another embodiment, the device comprises at least one interface forthe power supply to the at least one NFC system. It is possible thatthis interface is connected to a power storage means or a power sourcedisposed in the vehicle or in the part of the rail vehicle to supply theat least one NFC system which may particularly be configured as a masterNFC system with power, particularly for generating a near field. Thisadvantageously results in a reliable operation of the NFC system.

It is possible that the at least one NFC system of a device is connectedto a power source or a power storage means disposed on the vehicle partto which the device including the at least one NFC system is attached. Apower storage means may be supplied with power and therefore charged byone or a plurality of power generation means, for example, a solar panelwhich may be disposed, for example, on a vehicle roof of the railvehicle, or a generator means, for example an axle generator means ofthe vehicle part. However, it is also possible that the mentioned powergeneration means is directly connected to the device and supplies itwith power for operation.

However, it is not obligatory that the device comprises such aninterface. Particularly when the NFC system of the device is configuredas a slave NFC system, as known to the person skilled in the art, alsoan inductive power transfer to the NFC system may take place,particularly by means of an electromagnetic field generated by anassociated master NFC system. In this case, the device comprises nointerface for the power supply to the at least one NFC system.

Further proposed is a part of a rail vehicle, particularly a vehiclebody of the rail vehicle, the part comprising or forming at least oneconnection means for the mechanical connection to another part of therail vehicle which may be another vehicle body or a part other thanthat, e.g., a container or cabinet. As explained above, this connectionmeans may be a bellow or a coupling means. For example, a bellow tunnelmay be disposed between two vehicle bodies of a rail vehicle, orcoupling means for coupling the vehicle bodies may be disposed on these.A bellow tunnel may also be disposed between a vehicle body and acontainer through which the lines for, e.g., the power transfer arelead.

Furthermore, a device according to one of the embodiments described inthis disclosure is attached to the connection means.

Also described is a rail vehicle including a plurality of, particularlyat least or exactly two parts, the parts being mechanically connected toeach other by means of corresponding connection means. Moreover,respectively one device according to one of the embodiments described inthis disclosure is attached to both parts. Here, the devices may bedisposed on the connection means and/or designed so that, in theconnected state, the relative positioning between NFC systems of bothdevices corresponds to a target relative positioning or does not deviatetherefrom by more than a predetermined amount. This was alreadyexplained above.

Further proposed is a method for the data transmission between twoconnectable parts of a rail vehicle including at least two devices whichare respectively designed according to one of the embodiments describedin this disclosure and which are attached to connection means of theconnectable parts. Here, at least one NFC system of one of the devicesfor the data transmission is operated.

Particularly, the NFC system of the first device may be operated as amaster NFC system, and the NFC system of the other device may beoperated as a slave NFC system. The data transmission may be performedaccording to an SDTv2 or SDTv4 protocol, particularly using one of theseprotocols, the use of SDTv2 providing for an SIL of 2, and the use ofSDTv4 providing for an SIL of 4.

In another embodiment, an operating instruction or an information signalis transmitted via the at least one NFC system. The operatinginstruction or the information signal may be provided by the content ofthe data transmitted via the NFC system or be encoded. Data mayparticularly be transmitted in the form of a data telegram.

An operating instruction may control, for example, an operation of asystem of the rail vehicle, for example a brake system. The operatinginstruction may be, for example, a brake command. However, otheroperating instructions are of course also feasible. For example, it ispossible that in a rail vehicle comprising a plurality of, particularlythree or more than three parts, a brake command is generated by acentral control unit and transmitted to each part, particularly from onepart to the other part, i.e., sequentially, via NFC systems attached tothe various parts as explained above. Thus, particularly, a brakecommand may be generated in a control unit in a locomotive of the railvehicle and then transmitted down to an, in the coupling sequence, lastpart of the rail vehicle. A brake command transmitted in this way maythen, for example, serve to control brake systems disposed in theindividual rail vehicle parts. For example, brake valves in all railvehicle parts could be opened by a control by the brake command.Therefore, a rapid, simultaneous braking of each rail vehicle part cantake place, particularly due to the, in terms of time, fast datatransmission. This may also be referred to as direct braking. This mayparticularly replace or complement the indirect braking common infreight wagons which would considerably reduce a braking distance.

It is further possible that, in an analogous manner, an ABS brakecommand is generated by a central control unit and transmitted to brakesystems in the rail vehicle parts, particularly sequentially to eachpart of the rail vehicle by means of the data transmission. For example,it is possible in this way that brake systems are alternatinglycontrolled for braking the movement of the rail vehicle and forunblocking, i.e., for releasing the movement. This may also be referredto as a pneumatic anti-slip function. In this way, advantageously, flatspot formation in wheels of the parts of the rail vehicle can bereduced.

It is further possible that a control unit which may particularly beimplemented as or comprise a microcontroller or an integrated circuitperforming the associated control of the controllable system(s), e.g.the brake system(s), depending on the commands transmitted by means ofthe data transmission is disposed in each vehicle part. Such a controlunit may also be referred to or formed as a SIL computing device. Inthis case, a decentralized generation of brake commands may take place.

An information signal may particularly serve the transmission ofinformation for passenger counting, information for operating aninfotainment system, information for passenger compartment monitoring,information for climate control, as well as the transmission of safety-relevant information.

It is also possible that signals which are different from each other aresimultaneously transmitted via separately formed NFC systems of a deviceso that, advantageously, an independent and fast transmission isensured, and failure safety is increased. In this way, two or even more,i.e., particularly up to six or up to eight signals which are differentfrom each other can be simultaneously transmitted via various NFCsystems of a device. Different signals may be information signals whichare different from each other or operating instructions which aredifferent from each other but also an information signal and anoperating instruction.

FIG. 1 shows a schematic front view of a device 1 for the datatransmission between two connectable parts of a rail vehicle accordingto this disclosure. The connectable parts may be, for example, a firstvehicle body 2 a and a second vehicle body 2 b (see FIG. 2 ) of the railvehicle. The device 1 comprises a first NFC system 3 a and a second NFCsystem 3 b. Here, the first NFC system 3 a is configured as an NFCmaster means, and the other NFC system 3 b is configured as an NFC slavemeans. The NFC systems 3 a, 3 b are attached to a support structure 4,particularly stationary relative to the support structure 4. Therefore,a relative positioning between the NFC systems 3 a, 3 b of the device 1is constant. The support structure is formed as a frame-shaped elementforming two interior volumes 5 for accommodating the NFC systems 3 a, 3b, the NFC systems 3 a, 3 b being disposed in these interior volumes.

The device 1 further comprises at least one mounting interface 6 formechanically attaching the device 1 to a connection means of a part ofthe rail vehicle. As illustrated in FIG. 2 , this connection means maybe, e.g., a coupling means 7 a, 7 b, different coupling means 7 a, 7 bbeing disposed on different parts of the rail vehicle.

In FIG. 1 , it is illustrated that the mounting interface 6 comprises aframe element or is formed as a frame element. The frame element 6comprises an interior volume 8 for accommodating a section theconnection means.

The device 1 further comprises damping members 9 which may be made of,for example, an elastic material such as rubber. These damping members 9are disposed between the mounting interface 6, particularly the frameelement forming the mounting interface, and the support structure 4.Particularly, the support structure 4 and the mounting interface 6 aremechanically connected or coupled via the damping members 9.

FIG. 2 shows a schematic side view of two vehicle bodies 2 a, 2 bincluding coupling means 7 a, 7 b, devices 1 according to thisdisclosure being attached to the coupling means 7 a, 7 b, respectively.What is illustrated is a first vehicle body 2 a including a firstcoupling means 7 a, a first device 1 a including a mounting interface 6,damping members 9, a support structure 4, and an NFC system 3(illustrated in dashed lines) being attached to the first coupling means7 a. Particularly, the first device 1 a for the data transmission isattached to the first coupling means 7 a in a mechanically detachablemanner.

Likewise illustrated is a second vehicle body 2 b including a secondcoupling means 7 b mechanically connectable to the first coupling means7 a for the transmission of forces. A second device 1 b also comprisinga mounting interface 6, damping members 9, a support structure 4, and anNFC system 10 is mechanically attached to the second coupling means 7 b.

Here the devices 1 a, 1 b are respectively attached to the couplingmeans 7 a, 7 b so that, in a coupled, i.e., mechanically connected stateof the coupling means 7 a, 7 b, the NFC systems 3, 10 of the first andthe second device 1 a, 1 b assume a predetermined target relativepositioning or that their relative positioning does not deviate fromthis target relative positioning by more than a predetermined amount.

Not illustrated in FIG. 2 are interfaces of the devices 1 a, 1 b forconnecting a power supply and interfaces for a cable-based datatransmission, for example, for a connection to a bus system of the railvehicle.

It is also possible that the NFC systems 3, 10 are activated ordeactivated depending on a coupling status. The coupling status orconnection status may be determined or detected, for example, by meansof sensors or in a sensor-supported manner, particularly by ahigher-level system of the rail vehicle.

In a coupled state, or when this state is detected, the NFC systems 3,10 may be transferred into an activated state and thus operated for datatransmission. In a decoupled or uncoupled state, or when this state isdetected, the NFC systems 3, 10 may be transferred into a deactivatedstate, the systems not being operable for data transmission in thisstate. In the activated state, for example, a power supply to the NFCsystems 3, 10 may be established, and interrupted in a deactivatedstate.

Likewise illustrated in FIG. 2 are protection means 11 a, 11 b formed ascover plates which are formed as so-called sacrificial plates anddisposed in front of a front side of the support structure 4 or of thehousing (not illustrated) of the associated NFC system 3, 10 in theradiation direction of an electromagnetic field generated by the NFCsystems 11 a, 11 b.

FIG. 3 shows a schematic flow diagram of a method for the datatransmission according to the disclosure using, e.g., one of the devices1 illustrated in FIG. 1 or FIG. 2 . Here, in the first step S1, an NFCmaster means 3 a is operated for generating an electromagnetic field. Ina second step S2, this electromagnetic field is received in an NFC slavemeans of another device 1 b. It may then also generate anelectromagnetic field, particularly also by using the inductivelytransmitted power. Then a particularly bidirectional data transmissioncan take place in a known manner by modulating the electromagneticfield.

Various modifications and additions can be made without departing fromthe spirit and scope of this disclosure. Features of each of the variousembodiments described above may be combined with features of otherdescribed embodiments as appropriate in order to provide a multiplicityof feature combinations in associated new embodiments. Furthermore,while the foregoing describes a number of separate embodiments, what hasbeen described herein is merely illustrative of the application of theprinciples of the present disclosure. Additionally, although particularmethods herein may be illustrated and/or described as being performed ina specific order, the ordering is highly variable within ordinary skillto achieve aspects of the present disclosure. Accordingly, thisdescription is meant to be taken only by way of example, and not tootherwise limit the scope of this disclosure.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present disclosure.

What is claimed is:
 1. A device for data transmission between two connectable parts of a rail vehicle or between rail vehicles, the device comprising at least one near field communication (NFC) system, characterized in that the device comprises or forms at least one mounting interface for the mechanical attachment to a connection means of a part of a rail vehicle, wherein a first part of the rail vehicle has or forms the connection means, the connection means serving for mechanical connection to a further part of the rail vehicle, wherein the mounting interface is designed for detachable mechanical fastening to the connection means.
 2. The device according to claim 1, characterised in that the connection means is a coupling means or a bellow.
 3. The device according to claim 1, characterised in that the device comprises or forms at least one damping member, the at least one damping member damping impacts of force introduced into the device via the mounting interface.
 4. The device according to claim 1, characterised in that the device comprises another NFC system.
 5. The device according to claim 4, characterised in that the first NFC system is configured as an NFC master means, and the other NFC system is configured as an NFC slave means.
 6. The device according to claim 1, characterised in that the mounting interface comprises a frame element or is formed as a frame element.
 7. The device according to claim 6, characterised in that the at least one NFC system is disposed in an interior volume of the frame element.
 8. The device according to claim 1, characterised in that the device comprises a support structure, the at least one NFC system being disposed in or on the support structure.
 9. The device according to claim 8, characterised in that the support is connected to the mounting interface via the at least one damping member.
 10. The device according to claim 8, characterised in that the damping member is part of the support structure.
 11. The device according to claim 1, characterised in that the device comprises or forms at least one protection means for protecting the at least one NFC system.
 12. The device according to claim 1, characterised in that the device comprises at least one interface for the power supply to the at least one NFC system.
 13. A part of a rail vehicle, particularly a vehicle body, the part comprising or forming at least one connection means for mechanical connection to another part of the rail vehicle, wherein a device according to claim 1 is attached to the connection means.
 14. A method of transmitting data between two connectable parts of a rail vehicle or between rail vehicles that each include a device according to claim 1, the method comprising operating the NFC systems of the devices so as to transmit data therebetween.
 15. The method according to claim 14, characterised in that an operating instruction or an information signal is transmitted via the NFC systems of the devices. 